Durante los 64 primeros kilómetros el automóvil funciona únicamente con sus baterías, arrancando a continuación su motor flex-fuel. Para viajes más largos, el vehículo operaría como un híbrido convencional que consume eficientemente gasolina o etanol.
"El Department of Transportation de Estados Unidos calcula que el estadounidense promedio conduce 300 millas a la semana (480 km)", declaró Edward W. Furia, director general de AFS Trinity. "La mayoría de los días, los estadounidenses conducen 40 millas (64 km) o menos. A 3 dólares el galón, esto cuesta aproximadamente 48 dólares a la semana en un automóvil convencional de 20 mpg y 36 dólares si el automóvil puede dar 25 mpg. El híbrido convencional más eficiente puede dar aproximadamente 50 mpg, lo que significa 19 dólares a la semana. El Extreme Hybrid(TM) usará menos de 8 dólares a la semana en total por el combustible y la electricidad".
AFS Trinity planea construir el tren de arrastre XH(TM) con la ayuda de Ricardo, una importante empresa que provee diseño e ingeniería de automóvil a los principales fabricantes de automóviles del mundo. AFS Trinity y Ricardo han firmado un Acuerdo de Asociación de Tecnología mutuamente exclusivo para colaborar y desarrollar la tecnología híbrida enchufable. Con suficiente financiación, esperan que los vehículos de demostración XH(TM) puedan estar en las manos de los propietarios de flotas dentro de dos años y que los fabricantes de automóviles puedan licenciarlos para su producción en gran escala dentro de dos años.
Los documentos presentados por AFS Trinity para la patente revelan que la tecnología Fast Energy Storage(TM), incluso los ultracapacitadores, controladores y la electrónica energética, permitirán que el Extreme Hybrid(TM) supere las limitaciones de los componentes de almacenamiento de energía de los híbridos convencionales y de otros diseños enchufables.
"Esta tecnología permitirá que un automóvil viaje las 40 millas (64 km) que diariamente conduce un estadounidense promedio en modo enteramente eléctrico, sin renunciar a la aceleración rápida ni a la capacidad de viajar a velocidades de autopista, y todo sin consumir una gota de gasolina", observó Furia.
Los documentos de patente presentados revelan también que el mínimo de los vehículos XH(TM) será capaz de enviar energía a la red de distribución a través de un subsistema vehículo a red — V2G — que ayudará a estabilizar la red de distribución eléctrica y a reducir el costo de electricidad del propietario del XH(TM).
"El Extreme Hybrid(TM) no sólo costará menos de operar diariamente, sino también será el primer híbrido que ahorrará suficiente dinero por su menor coste de operación, y compensará de sobra el mayor precio de adquisición del automóvil", agregó Furia. "De hecho, y durante un período de cinco años, calculamos que para el dueño de un XH(TM) será de 11.000 dólares y, en un periodo de 10 años, 22.000 dólares".
"Son obvias las ventajas para el medio ambiente y para nuestra independencia respecto al petróleo importado, pero creemos que el consumidor se sentirá motivado para obtener este automóvil porque le ahorrará dinero y el rendimiento del XH(TM) no será diferente de los automóviles convencionales", señaló Furia.
"A fin de recargar el Extreme Hybrid(TM) para el recorrido diario, necesitará enchufar el automóvil todas las noches, pero el estadounidense promedio sólo tendrá que llenar el tanque de gasolina o etanol una vez cada 10 semanas, a menos que haga un viaje más largo".
Acerca de Ricardo
Con oficinas centrales norteamericanas en Van Buren Twp. (Michigan), Ricardo ha sido un proveedor de tecnologías de primera para trenes de arrastre y sistemas vehiculares entre los fabricantes de automóviles y fabricantes de vehículos de servicio pesado desde 1915. Ricardo es el socio consultor global de gestión e ingeniería de contenido en los sectores de automóvil, vehículos comerciales e industrias asociadas. La empresa provee servicios completos de ingeniería, desde estrategia hasta concepto de productos, introducción y validación de diseños y todas las fases del ciclo de vida del producto. La pericia técnica de Ricardo está en el tren de arrastre, ingeniería de vehículo, tecnologías de energía híbrida y pilas electroquímicas, controles y electrónica, fabricación en gran escala para mercados especializados y software avanzado de simulación. Ricardo está dedicado a la excelencia y al liderazgo de la industria en personal, tecnología y conocimientos. Ricardo plc, que cotiza en la Bolsa del Reino Unido, registró ventas de 272 millones de dólares en el ejercicio fiscal 2005 y es parte del índice FTSE techMark 100 – un grupo de empresas de tecnología innovadora cotizada en la London Stock Exchange. Para más información, visite
www.ricardo.com
AFS Trinity Power
AFS Trinity fue formada por la fusión de American Flywheel Systems, Inc. y Trinity Flywheel Power en el 2000. La empresa tiene sus oficinas centrales en Bellevue (Washington), y un Centro de Ingeniería en Livermore (California). Las actividades de investigación y desarrollo de AFS Trinity han sido financiadas en su mayor parte por fuentes privadas, pero también mediante contratos con NASA, U.S. DOT, U.S. DOE, así como por contratistas primarios del Ejército, la Armada y la Fuerza Aérea.
Para más información:
www.afstrinity.com
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AFS Trinity is a privately-owned Delaware corporation headquartered in Bellevue, Washington, USA that is developing Fast Energy Storage™ for vehicular, spacecraft and stationary power systems that utilize batteries, flywheels and ultracapacitors. The Company has conducted programs with private and government organizations including DARPA, NASA, the U.S. Navy, U.S. Army, U.S. DOT, California Energy Commission, Oak Ridge National Laboratories, Lawrence Livermore National Labs, Honeywell, Lockheed, and Ricardo.
American Flywheel Systems, Inc (AFS) received the first patent ever given for a flywheel battery in 1992 and merged with Trinity Flywheel Power to create AFS Trinity Power in 2000. Although AFS Trinity is not currently using flywheels in systems that are designed for consumer cars, it is actively engaged in developing flywheel power systems for Formula One Racing (F1) and is currently developing such a system for one of the world’s top F1 teams. Starting in 2009, Formula 1 racing will allow the use of Kinetic Energy Recovery Systems (KERS) to absorb energy through regenerative braking. Simply put, starting next year F1 race cars will be hybrids. F1 racing is the pinnacle of motor sport and KERS will improve efficiency, reduce fuel consumption, and give drivers an absolutely critical "push to pass" capability. AFS Trinity has developed and tested flywheel based KERS technology for one of the world’s top F1 teams.
AFS Trinity and Ricardo, Inc. have a Technology Partnership Agreement by which Ricardo is helping integrate AFS Trinity’s Extreme Hybrid™ drive train technology into passenger cars and SUVs. The first result of this collaboration is the XH-150™, a 150 MPG plug-in hybrid SUV prototype that was unveiled by AFS Trinity on January 13, 2008 at the North American International Auto Show (NAIAS).
AFS Trinity’s Extreme Hybrid™ technologies are the subject of ongoing United States and international patent filings.
AFS Trinity, Pushing Plug-In Hybrid’s Performance
What do you say to a plug-in hybrid, PHEV SUV that gets 150 miles per gallon? Does it even exist? Yes and AFS Trinity has pushed the PHEV platform to the extreme with their Extreme Hybrids I test drove for you. It’s a wonder no car manufacture has of yet snapped up their technology.
Pushing The Performance Envelop. When we think of performance, we often think speed, horsepower and engine torque. Though AFS Trinity has all of these, what it shines with is superior miles per gallon fuel efficiency, 150mpg, to be exact. Their Extreme Hybrid technology is very impressive and even though I am not an SUV and pickup truck fan, their XH-150 is proof that these heavy vehicles can be efficient and offer high performance.
Technically speaking, their XH-150 is a modified stock Saturn Vue SUVs. The results is a very responsive SUV that handles far better than the original version. The company slapped on a lithium and ultracapacitor battery packs, with a powerful 200 horse power electric engine, which controllers and manages to synchronize the torque balance between the gas and electric engines. It also decides when to use the ultracapacitors as needed for an extra boost. Using regenerative breaking to recoup that lost breaking energy to recharge the battery pack, all of these features give this incredible SUV a remarkable fuel efficiency. That is the genius behind the idea of coupling lithium-ion batteries with ultracapacitors. Ultracaps are perfect for quick accelerations, while taking of the load off of the lithium batteries and boosting their life expectancy. It’s a feast of technology.
The Extreme Hybrid™ Plug-in drive train is composed of five primary subsystems: (1) advanced lithium batteries recharged at night with off-peak power from the grid; (2) Fast Energy Storage™ using ultracapacitors for acceleration and regenerative braking; (3) advanced power electronics and control software; (4) internal combustion engine; and (5) electric traction motor and generator. In miles per petroleum gallon, the XH-150™ plug-in hybrid SUV achieves 150 mpg. The closest hybrid, HEV SUV on the market barely achieves 34mpg.
Tackling Lithium Life Expectancy. The problem with the life expectancy of lithium batteries is that it is shortened by the continuous discharge and recharge. The answer was to couple them to high power density ultracapacitors that relieves the lithium pack from abuse and extends their life cycle to a 10 year, 150,000 mile life with the Extreme Hybrid™ SUV.
First Impression. You sit in as you would in any normal SUV. Upon closer inspection, 2 new amp meters gauges pop up sitting side by side on the dash, one for the lithium battery, the other for the ultracapacitor pack. The ignition key knob has three position, off, position 1, which is electric only, and 2 for full hybrid. Turn to the first position and nothing happens. It is always a disconcerting feeling, reminiscent of there is a problem. Not in the case of the XH-150, which sports a smart parallel plug-in hybrid, PHEV layout. One of the key features of this SUV, which anyone can rejoice from is that it lets you be in control of the vehicle by choosing how and when you use the gas and electric engine, alone or together. It felt refreshing having the choice to drive in electric mode only for less 40 miles, or use the gas engine, or both. This should appeal to many consumers considering the lack of choice in hybrid operation. It gave me a sense of freedom.
What was very impressive about this SUV was how it behaved. The re-engineering of the vehicle, with the strategic laying out of the batteries completely changed its balance. If regular SUVs are not the best handling cars with their vague steering, this one will change your mind. AFS Trinity’s engineers have put a lot of serious work into it and the performance are light years ahead of the original model.
Acceleration and Performance. This is where the XH-150 shines. In full electric mode, the SUV whizzes along traffic with no hiccups. It’s quiet and smooth. Press the accelerator harder and you can feel the ultracapacitors kicking in, giving you that indescribable and typical boost. The charge gauge shows the ultracaps draining and as soon as you let off, it charges right back. This should relieve any fear of running out of electricity and so called "range anxiety" fear.
At a leisurely speed, you can start the gas engine for added boost. In this configuration, the SUV comes alive with a full 370 hp. And the fuel economy? Sit down Hummer drivers, this will hurt. It is estimated at 60mpg, full throttle, both engines on. Truly, incredible considering the handling and performance of this vehicle.
The XH-150 As An Everyday SUV. If 78% of US drivers drive less then 40 miles a day, then the electric only mode will satisfy most. This is the type of vehicle where you would spend nothing of gas during the week, and use that saved money for longer weekend trips with the gas engine.
In conclusion, if it wasn’t already obvious, I liked it! If I approached with a healthy dose of skepticism, I was impressed by the feel and drive of the XH-150. The re-engineering morphed a regular SUV into a high performance one. If on paper it looked good, it was a joy to drive on asphalt. The SUV inspires a deep respect for the team behind it and technology put into it. Why haven’t mainstream car companies snapped up AFS Trinity’s technology and make it available to the public? It’s hard to fathom. We can only imagine drivers needing the extra space would buy such a vehicle that gets 150 mpg, with a freedom of operational choice. It also proves that American technology and quality is well and alive.
www.afstrinity.com/company.htm
www.afstrinity.com/press-coverage.htm
